Thomas o brien



T. OBRIEN.

(No Model.)

TRIOYCLE.

No. 394,287. Patented Dec. 11, 1888.

' UNITED STATES PATENT OFFICE.

THOMAS OBRIEN, OF NE\V YORK, N. Y.

TRICYCLE.

SPECIFICATION forming part of Letters Patent No. 394,287, dated December 11, 1888.

Application filed March 8, 1888. Serial No. 266,532. (No model.)

T0 all whom it 712/01] 007L607: Be it known that l, THOMAS OBRIEN, of the city, county, and State of New York, have invented an Improvement in Tricycles, of which the following is a specification.

In my improved tricycle the tubular frame at its forward portion is made in two separable parts, wherein one tube passes within the other to form a joint upon which the steering wheel can be swun around toward or between the main wheels to render the machine compact for transportation or storage, and when swung out of place the parts of the frame are rendered rigid by a clampingn'iechanism. The steering-wl'leel fork is connected with a spring-plate that also forms a mudguard, and the rod of the handle-bar is attached to this spring, so that but little of the vibration of the steering-wheel is transmitted to the hamlle-ba-r.

In the drawings, Figure 1 is an elevation of my ii'nproved tricycle, the left-hand drivingwheel being removed. Fig. 2 is a plan of the same, and Fig. 3 is a vertical section through the forward part of the spine.

The driving-wheels A, their axle A, and the steering-wheel l3, and the bearin of all these wheels, are of the usual character, and the drivingmcchan ism, consistin of the sprocketwhcels a a, chain Z), the depending links 0 c, and connecting-rods d d and foot-piece e e, is similar to those heretofore described by me in my Patents Nos. 372,428 and 372,429, and my pending application, Serial No. 253,172, allowed January 10, 1888. The pedals e e are connected by their cranks t0 the axle of the sprocket-wheel a, and the ends of the connecting-rods (Z d are connected to the pedalshafts.

The frame of the tricycle is composed of a longitudinal and horizontal portion or spine, 1, the vertical back portion, 2, vertical forward portion, 3, the vertical central portion, 4, and horizontal portion or bar 5, all of which are rigidly brazed together. The axle of the main driving-wheels is supported at its several bearings by a central fork, f, connected upon the bar 5, and by the bridge 9, connected upon the upright portion 2. There are adjustable seat-rods h 7L, which are received within the vertical portions 4 and 2 of the frame, and these rods 71 71 are adapted to carry any well-known form of seat or saddle.

At the forward portion of the saddle-rod h is a T-head, to which are pivoted the upper ends of the adjustable links c 1''. Upon the forward end of the saddle-rod 71 is another Thead, This latter T-head is vertical, and through it passes the vertical rod (3 of the rear handlebars, 7, and there is an arm, 8, connected to the lower end of the rod (3, and this arm 8 extends out below and in line with the handle-bar 7, and to its outer end is connected the coi1tr ')llingrod .l, which extends to and is connected wit-h the front lutndle-bars, 10. The saddle-rods h h are adjustable vertically in the usual manner by split collars.

The vertical portion 3 of the spine is adapted to receive within it the tube 1', which tube is formed with the neck 1", which in turn is connected with the inclined front tube, 7.. A small vertical. tube, .12, is brazed upon the base of the vertical portion 3 at the curve where it joins with the horizontal portion and there is a screw-t]u'eaded rod, 13, which is pinned in a head, ll, which head is brazed rigidly into the base of the tube 1', and upon the end of this rod 13- are the clamping-nuts 15. There is a collar, 14), surrounding the tube 1' above the tube and there are lugs 17 upon the sides of this collar, which lugs are adapted to be received in notches formed in the top of the tube 23. l igs. 1 and illustrate these parts of the machine connected together rigidly, wherein the clamping-nuts 15 keep the lugs 17 in place in the notches at the top of the tube 3 and prevent the tube 1' turning within the tube 3.

If it is desired to fold the machine for transportation, the nuts 15 are loosened and the tube 1' is raised so that the in 17 come above the upper edge of the tube 3, in which position the tube 1' can be turned to bring the for ward part of the machine around and within the width of the driving-wheels,so as to compact the machine together for crating and transportation, or for storage.

It is to be understood that this construction does not weaken the parts or interfere with the efficiency of the machine. The front forks, Z, are connected to the bearings of the steeringwheel, and to the upper bridge of said IOO forks is rigidly secured a spring-plate, m, whose contour conforms to the .periphery of the steering-wheel. Connected to the forks and to the lower part of this plate m are bars 5 'n, which bars are preferably springs projecting from the fork and hinged at their outer ends to the plate m. There is a tubular step, 0, brazed and riveted upon the exterior of the plate m, the short tubular portion of which IO agrees in diameter with the tube 7r, and there is a tube, ',whioh is rigidly secured at its lower end to the tubular portion of the step 0 and passes through the tube 70, and the upper end of this tube 0' is split and provided with I a split collar for clamping the rod 0' of the handlebars 10, which rod 2' passes into the tube 7;.

It will be evident from this construction that when the handle-bar 10 is turned it will also turn the tube 0, step 0, plate m, forks Z, and steering-wheel l1, and thus the machine will be guided and controlled. The plate on, while carrying the weight of the forward part of the machine, also forms a spring-plate that yields to inequalities of road-surface and lessens vibration and adds to the case and comfort of those riding the machine. The weight upon the spring on, when in use, tends to straighten or flatten the same and to bend the 0 arms at in so doing. This plate on and a downward extension m, which is added to it, form an effective mud-guard to the wheel B.

Any desirable or well-known form of brake mechanism may be employed in connection with my improved tricycle, either to the mainwheel axle or to the steering-wheel, and I have. therefore not shown any brake mechanism upon the drawings, because the adaptation of any well-known form to my improved machine is merely the exercise of mechanical skill.

The construction herein shown and described whereby I am enabled to swing the steering-wheel around toward or between the main wheel or wheels is equally applicable for use in a velocipede or bicycle of the safety pattern,

I claim as my invention 1. The coinbinatioinin a tricycle, with the driving and steering wheels and the forward handle-bar, of the front forks, Z, the springplate m, side spring-bars, a, the step 0, tubes is and o, and steering-rod r, substantially as set forth.

2. The combination, in a tricycle, with the driving and steering wheels and the handle bar and rod, of the fork Z, side bars, at, a curved spring-plate, m, and a tubular connection between the rod of the handle-bar and the top of the spring-plate m to the rear of the forks,. whereby the spring-plate yields to the weight that is carried by it, substantially as set forth.

3. In a tricycle, the combination, with the spine having a longitudinal portion, 1, and vertical portion 3, and the tube 12, of the neck i, the inner tube, 1', connected with theneck i, the threaded rod 13, fastened to, the tube z, the clamping-nuts 15, and lugs 17, substantially as specified.

at. In a tricycle or other velocipede, the combination, with the neck and a longitudinal spine connecting the front and rear wheels, of a vertical outer tube, 3, formed with the spine, a vertical inner tube, formed with the neck and received within the tube 3, lugs or a similar device for preventing the tubes turning upon one another, and mechanism, substantially as specified, for locking the parts, substantially as set forth.

Signed by me this 5th day of March, A. D. 1888.

THOMAS OBRI EN.

Vitnesses:

GEO. T. PINCKNEY, HAROLD SERRELL. 

